Steam-engine valve.



No. 847,369. PATENTED MAR. 19, 1907.

G'. E. RIBLET.

v STEAM ENGINE VALVE.

APPLIOATION FILED 13156.18, 1905.

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WITNESSES:

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/fwwwf G. E. RI'BLET.

PATENTE'D MAR. 19. 1907.

STEAM ENGINE VALVE.

APPLIGATION FILED 13120.18. 1905.

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INI/ENTOR ATTORNEY r s cr., wnsmrvcron, n, c

EATENTED AMAE. l19. 1907.

No.. 847,369. v

G. E. EIBLET.

STEAM ENGINE VALVE. y APPLIUATION FILED DBO 18 1905 4 SHEETS-SHEET a.

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PATENTED MAR. 19, 1907.

vGr.'E. RIBLE'I.` STEAM ENGINE VALVE.

APPLICATION .PIL

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am 'BY/75%# UNITED STATES GEORGE E. EIBLET, OE ERIE, rENNsYLvANrA.

STEAM-ENGINE VALVE.

Specification of Letters Patent.

Patented March 19, 1907.

Applie'aien flied December is, 1905. serial Ne. 292,363.

T0 cf/ZZ whom it 11a/ty concern:

Be it known that I, GEORGE E. RIBLET, a citizen ofthe United States, residing at Erie, in the county of Erie and State of Pennsylvania, have invented new and useful Improvements inSteam-Engine Valves, of which the following is a specification.

Thisv invention relates to steam-engine valves, and consists in certain improvements in the construction thereof, as will be hereinafter fully described, and pointed out in the claims.

The invention is illustrated in the accompanying drawing, as follows:

Figure l shows a plan view of the valve; Fig. 2, an end elevation; Fig. 3, a section on the'line 3 3 in Fig. 1. Fig. 4 shows a section through a cylinder and a steam-chest with the valve and piston in the position assumed 'just as steam is admitted to the right end of the engine, as shown in said figure; Fig. 5, a similar view with the parts slightly advanced g Fig. 6, a similar view with the parts in the position assumed just prior to the admission of steam to the left end of the cylinder.

The valve shown is of the gridiron type.

Amarks the part operating upon the valveseat, and B the part operating against the pressure-plate.

The parts have the corresponding ports a, and cr, these ports operating with the ends of the valve and in connection with the recesses e in the pressure-plate E to give a doubleport effect, the port o for delivering steam and the port a for the exhaust. The pressure-plate E is supported by the bars e, this being common practice. The valve is shown in a steam-chest D. This is connected with the cylinder F by means of the usual ports f and with the exhaust by the usual exhaustport G. A piston His shown in the cylinder.

The bridge-pieces a2, 0,3, 014, a5, a, and a74 extend across the part A at the sides of the parts a and a, and corresponding bridgepieces b2, b3, b4, b5, b, and 67 similarly extend across the part B. The bridge-pieces of the part Ahave the offsets a8, a9, alo, a, cl2, and cl3. All of these offsets are toward the right, as clearly shown in Fig. 3, and their closuresurfaces face toward the left. Opposing offsets bs, b9, blo, b, blz, and bla are arranged in the bridge pieces of the part B, all said offsets being toward the left and the closuresurfaces facing toward the right and contacting the closure-surfaces of the offsets on the bridge of the part A to form a closure along the closure on the seats.

the bridge-pieces. In this construction it will be noted that the exposed areas that tend to press these closure-surfaces together are much greater than those opposing them. For example, take the bridge-pieces a2 and b2. The exposed surfaces on the bridge-piece a2 are much greater at the end of the valve rthan within the port, and consequently the tendency is to force the part A toward the left. The exposed surfaces on the bridgepiece b2, on the contrary, are much less at the end of the valve than within the port, and

consequently the tendency of the part B is to be crowded to the right, so that the closuresurfaces are crowded into the contact. All these closuresurfaces onthe same part are faces in the same direction, so that all tend to crowd toward the same direction, and pressure on any of the exposed surfaces tends to crowd all the closure-surfaces together. The surface-forming'closures on the valveseat and pressure-plate are sometimes greater than the surfaces directly exposed to the steam for keeping these surfaces in contact. I find, however, that the area of exposed surfaces required is not as great as that forming Taking, for example, the parts as shown in Fig. 4, the surfaces L15 and 615 are greater than the surfaces al and bw. I have found it desirable to assure full steam-pressure in ports a when the valve is in its extreme positions and have provided the small auxiliary ports am between the closure in the end bridge-pieces and the ports a( It will permit any steam that may force its way between the valve-surfaces on the end bridge-pieces and their seats to leak through, so as to prevent the unbalancing that would otherwise occur. These will deliver steam to the ports a until the valve reaches the position shown in Fig. 5. I deend on the smaller exposed areas holding the parts to their seats while the valve is subjected to the compression. This will occur in the bridge-pieces a5 and b5, as shown in Fig. 6, and just succeeding this position. While this smaller area accomplishes the purpose, it does not exert the pressure and consequent friction that an equal exposure would. The sides of the parts have the longitudinal grooves c c, in which are placed the closure-strips C, as commonly.

What I claim as new is-f l. A steam-engine valve comprising two parts having a series of overlapping surfaces forming closures along the faces of the parts,

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` portions of the other forming closures in the i closures at the sides of one of the ports andr the overlapping surfaces of one part facing in one direction and those of the other part in the opposite direction whereby the steampressure tends to move one part in one direction and the other part in the opposite direction to effect a closure of overlapped surfaces.

2. A steam-engine valve comprising two parts having a series of corresponding ports therethrough and corresponding bridgepiecesat the sides of the ports said bridgepieces having overlapping surfaces forming closures the overlapping surfaces of one part facing in one direction and those of the other in the opposite direction. y

3. A steam-engine valve comprising two parts having corresponding bridge-pieces across them the bridge-pieces of one part having offsets and the corresponding bridgepieces of the other part having oppositelyarranged offsets the offsetv portions of one part overlapping the corresponding offset bridge-pieces, whereby the steam-pressure tends to move one part in one direction and the other part in the opposite direction to effect a closure along the overlap, being portions of the offsets.

4. A steam-engine valve comprising two parts having a series of corresponding ports therethrough and corresponding bridgepieces at the sides of the ports, the bridgepieces of one part having offsets in one direction and the bridge-pieces of the other part having offsets in the opposite direction, the offsets having overlapping surfaces forming the walls of the ports in one part being approximately in line with the walls of the corresponding ports in the other Vpart whereby the steam-pressure tends to move one part in one direction and the other part in the opposite direction to effect a closure along the bridge-courses.

5. A steam-engine valve comprising two parts having main ports therethrough near the ends of the valve forming bridge-pieces across the ends of the valve the bridge-pieces of one part having offsets and the pieces of the' other part having oppositely-arranged offsets, the offsets having overlapping surfaces forming closures at the bridge-pieces said bridge-pieces also having auxiliary ports between the closures at the main ports and communicating with the main ports.

6. A steam-engine valve comprising the parts A and B having the ports a and 0/ therethrough forming the bridge-pieces a2, a3, a4, a5, a6, and a7, in part A and corresponding bridge-pieces b2, b3, b4, b5, b, and 67, in the part B the bridge-pieces on the part A having the offsets as, a9, al", a, am, and al, all arranged at the same sideof the bridge-pieces and the bridge-pieces on the part B having offsets bs, b9, b1", Z211, 512, and 613, all on the;

by contact of closure-surfaces andarranged to maintain said contact between said' surfaces through the action ofthe steam-pressure.

A steam-engine valve comprising two parts, each having exterior seating-surfaces and surfaces between the parts exposed to steam-pressure for pressing the seating-surfaces outwardly, the seating-surfaces being greater than the exposed surfaces.

9. A steam-engine valve comprising two parts having a series of ports therethrough and bridge-pieces between the ports, said partsv having outer exposed seating-surfaces and surfaces between the parts exposed to steam-pressure and tending to separate the parts, the seating-surfaces -being greater than the exposed surfaces between the parts'. y

l0. A steam-engine valve comprising two corresponding parts with ports continuing therethrough `and bridge-pieces between the ports; the bridge-piece of the one part overlapping by the corresponding bridge-piece of the other part, the lappedv portions being in contact and forming a closure at thefsides of the ports, the parts of the valve having outer seating-surfaces; and surfacesv exposed to the steam between the ports; the exposed surfaces tending to separate the parts, and the seating-surfaces being greater than the exposed surfaces.

11.. A steam-engine valve comprising two parts having a series of overlapping surfaces forming closures along the faces of the parts, the overlapping surfaces of one part facing in one direction and those ofthe other part in the opposite direction, whereby the steampressure tends to move one part in one direction and the other part in the opposite'direction to effect a closure of overlapped surfaces, the said parts of the valve havingy ex-` posed seating-surfaces and exposed surfaces between the parts tending to separate the parts, the seating-surfaces being greater than the exposed surfaces. i

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

GEORGE E. RIBLEI.

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